Wednesday, October 28, 2015

Contemporary German Documents on Homicidal Gas Vans

Author: Hans Metzner

[updated on 11 February 2019]

The following is a compilation of photographs/photostats, transcriptions and translations of the published contemporary German documents on homicidal gas vans. The documents are powerful evidence on homicidal gassings by German paramilitary forces and provide insight into the construction, dispatch and use of the gas vans as well into technical modifications planned after extensive field experience.

5.) Letter from Harald Turner to Karl Wolff of 11 April 1942 on "I shot dead all the Jews I could get my hands on in this area, concentrated all the Jewish women and children in a camp and with the help of the SD got my hands on a 'delousing van', that in about 14 days to 4 weeks will have brought about the definitive clearing out of the camp".

10.) Memo from Willy Just for Walther Rauff of 5 June 1942 on "ninety-seven thousand have been processed using three vans", "to facilitate the rapid distribution of CO" and "when the back door is closed and it gets dark inside, the load pushes hard against the door".

1.) Draft of a letter Erhard Wetzel to Hinrich Lohse of 25 October 1941 on gassing apparatuses" and "Jews who are not capable of work, are eliminated with the Brackian remedy"; this may refer either to gas vans or euthanasia-like gas chambers↩

Re: Your report of October 4, 1941 in respect to the Solution of the Jewish Question

With reference to my letter of October 18, 1941, this is to inform you that Oberdienstleiter Brack of the Führer Chancellery has agreed to collaborate in the production of the required shelters and gassing devices. At this time, the envisaged devices are not available in sufficient quantity; they will first have to be manufactured. Since in Brack's opinion, the manufacture of the devices in the Reich will cause much greater difficulties than doing it on the spot, Brack considers it most expedient to send his people to Riga, especially his chemist Dr. Kallmeyer, who will effect all further steps there. Oberdienstleiter Brack points out that the procedure in question is not without danger, so that special protective measures are necessary. In these circumstances, I request that you address yourself to Oberdienstleiter Brack in the Führer Chancellery through your Higher SS and Police Leader and request the dispatch of the chemist Kallmeyer and other assistants. I should inform you that Sturmbannführer Eichmann, the expert for the Jewish Question in the RSHA is entirely in agreement with this process. According to information from Sturmbannführer Eichmann, camps for Jews are to be set up in Riga and Minsk, to which Jews from the Old Reich territory may also come. At this time, Jews are being evacuated out of the Old Reich to Litzmannstadt (Lodz), and also other camps, to then later be used for labour in the east insofar as they are capable of work.

As things now are, there are no objections if the Jews who are not capable of work, are eliminated with the Brackian remedy. In this way, events such as those that, according to a report in front of me, took place on the occasion of the shootings of the Jews in Vilna, and which, considering that the shootings were carried out in public, can hardly be excused, will no longer be possible. On the other hand, those capable of work will be transported for labour in the east. It goes without saying that the male and female Jews capable of work will be kept apart.

Operation and situation report of the Einsatzgruppe B for the period 16 to 28 February 1942.

[...]

The gas vans, which arrived in Smolensk on 23 February 1942, were allocated as follows:

EK 8: Truck Saurer Pol 71462
EK 9: Truck Saurer Pol 71457

Both vehicles arrived damaged in Smolensk and were given to the Einsatzkommandos after fixing of the damage. Both smaller gas vans will be sent to SK 7a and SK 7b after completing the operation at EK 8.

After subtracting those which were lost, the motor vehicle pool is as follows :

Furthermore, it absolutely necessary that on advance all heavy trucks - like repair truck, bus, gas vans and tank wagon - are occupied by 2 drivers.

(Document from How the convergence of evidence works: the gas van of Auschwitz, transcription from Angrick, Deutsche Besatzungsherrschaft in der UdSSR 1941-1945. Dokumente der Einsatzgruppen in der besetzen Sowjetunion II, my translation; the more general German term "Wagen" - literally "wagon" - was translated as "van", as it is commonly done in this context)

4.) Letter from Walther Rauff to the Criminal Technical Institute at the Reich Criminal Police Office of 26 March 1942 on "special wagons" and "gas bottles with carbon monoxide" for concentration camp Mauthausen↩

In the attachment, I refer back to the procedure of the garrison doctor at concentration camp Mauthausen. The special vans manufactured by us are at this time in operation pursuant to the order of the Chief of the Security Police and the SD. There are more vans under construction, whose delivery is however dependent upon the appropriate shipping orders being issued by the General Plenipotentiary for Vehicles [GEK]. At what point in time the GEK will confirm the state of preparedness is not known, and, after that happens, one must further factor in a rebuilding period of around 8 - 14 days that will be necessary. At that point in time, I would be prepared to put a special van of that kind at the disposal of the Mauthausen concentration camp for a specified time. At the given time, I will let you know as soon as the van can be deployed. Since I assume that the Mauthausen concentration camp cannot wait indefinitely for the delivery, I request that you use steel bottles with carbon monoxide or respectively other remedies to get things started.

2.) II D 3 a - Major Pradel - for information and Wvl. for the completion of new special vans.

5.) Letter from Harald Turner to Karl Wolff of 11 April 1942 on "I shot
dead all the Jews I could get my hands on in this area, concentrated all
the Jewish women and children in a camp and with the help of the SD got
my hands on a "delousing van," that in about 14 days to 4 weeks will
have brought about the definitive clearing out of the camp"↩

Now that the decision has been taken in my favor, I would be remiss - since I am convinced that this is singularly and only thanks to your influence and your tireless activity - if I did not transmit to you my most comradely and heartfelt thanks.

I can also again today, the more so since you know me well enough, only again repeat, that the matter did not have to do with my person - the person concerned could have just as easily had another name - but rather with a necessary battle that had to be fought against one-sided Wehrmacht interests, by which in the final unspoken result the SS Leaders, and therewith also the SS and further also the civil servants would have been affected.

The best proof for this is, on the one hand, a remark woven into an official document from WB Southeast "the appointment of the Higher SS and Police Leader, which did not take place according to the proposal here" or words to that effect, and on the other hand, the comment of the Chief of the General Staff WB Southeast after receipt of the decision in my favor "herewith the Wehrmacht has lost a battle".

In any event, there reigns here in all circles, even the Wehrmacht who have in any way followed this struggle, only joy over this victory and this joy you have alone, as I see it, afforded these people. My thanks for that.

May I use this occasion to send you as an attachment a copy of a letter from me to the Reichsführer of January 15, 1942 to which I have yet to receive an answer. I am not complaining because as I know, such things take time and I don't feel it is right for me to press the Reichsführer for the settlement of an affair. I know that for such matters you have an interest and the reason I now draw your attention to it is only because this question is now more than critical. Already some months ago, I shot dead all the Jews I could get my hands on in this area, concentrated all the Jewish women and children in a camp and with the help of the SD got my hands on a "delousing van," that in about 14 days to 4 weeks will have brought about the definitive clearing out of the camp, which in any event since the arrival of Meyssner and the turning over of this camp to him, was continued by him. Then the time is come in which the Jewish officers to be found in prisoner of war camps under the Geneva Convention find out against our will about their no longer existing kinfolk and that could easily lead to complications.

Were the affected persons now to be freed, they would in the minute of the arrival have their ultimate freedom, but like their racial comrades not for very long, and then this entire question should be resolved once and for all. Any consideration could have counter-effects on our prisoners in Canada, if it comes out that the freed persons do not move around freely here... I personally do not agree with this consideration.

With best wishes for your personal well being, heartiest greetings and

Heil Hitler!

I am as always

your loyal

Turner"

(Friedlander, Archives of the Holocaust, volume 11, Part 2, 1992, p. 284ff.; document, transcription and translation taken from The Holocaust History Project site)

6.) Memo of 27 April 1942 on a "fast unloading device for the special vehicles"↩

The special vehicle’s coachworks have a length of 5800 mmand a height of 1700mm. The net weight of the coachworks is 1600 kg each, while the loading weight is 4500 kg. Unloading is said to occur fast and as automatic as possible. In order to achieve this, the coachwork or a second floor is to be made tiltable. Unloading may also be achieved by means of an extractable grate. The below unloading options are to be assessed as to their functionality.

a) Tilting mechanism for coachwork
For unloading the coachwork needs to be tilted by 30 – 35°. A hydraulic tipper with 5 – 7 tons capacity is needed to lift the gross weight (1600 + 4500 kg). It has a construction height of 650 mm and a lifting height of 900 mm. Mounting a tipper ought to be considered as inexpedient for the following reasons: The floor of the coachwork needs to be reinforced and equipped with a tipper frame (loss of payload). In order to save construction height, it would be more expedient to mount twin tippers at the chassis girders. Such tippers are currently unavailable. The hydraulic single pillar tipper mentioned above has to be mounted on the reinforced traverse so high that it does not get in contact with the vibrating cardan shaft. Due to this mounting and due to adding the tipper frame, the coachwork will be lifted by at least 200 mm. However, lifting the vehicle coachwork is impermissible, because this would exceed the railroad loading profile; except the interior space is reduced [in height]. But the interior already loses 150 mm in headroom due to the reinforcement of the floor. Delivery time for the one pillar tippers is ½ to 1 year. For implementing the design, which deviates strongly from the design defined earlier, the Gaubschat Company does not currently have the workforce. Implementing the tipper delays the completion of the vehicles by another six weeks. Each vehicle loses a payload of ca. 400 kg. The surcharge for each vehicle is RM 1000.- to 1200.-.

b) Making for floor grate tiltable
The grate (second floor) has to be constructed particularly sturdy for a load of 4 ½ tons. Thereby the coachwork loses 150 mm of internal height. When constructing a continuous grate, the wheel cases have to be covered as well. This causes further loss of headroom. Furthermore the tipper introduced through the floor will cause difficulties with regards to sealing the introduction site. Note that the tipper pillar does not lift evenly. It has to be able to tilt together with the second floor. Moreover slipping of the load is a problem. For a flowing slide the floor has to have an inclination of 30 to 35°. The drawing illustrates that, even if the floor is lifted at the loose end up to the box ceiling, only an angle of 16° can be reached. In practice this tilt angle cannot be reached, because the load would be squeezed at the upper end of the loading surface. The highest lifting height, measured at the head wall, is probably 1000 mm. At this height the inclination of the floor would be merely 10°. Moreover the loss of payload and time (for production) has to be considered. As in design a), the surcharge is some 1000.- to 1200.- RM. The above design is not expedient.

c) Ex- and retractable grate (suggestion)
The coachwork obtains a lightweight floor grate, which can be extracted on little wheels. It is to be subdivided into 10 – 12 transversal sections. This makes it easier to handle. In addition it enables each section to tip down on exiting the vehicle. The wheels are to be guided in iron U-shaped rails. Furthermore the grate has to obtain a lateral iron U-shaped guide rail. The grate sections are to be secured against canting by means of diagonal braces. In order to make as large a floor surface extractable as possible, the grate is to be mounted sufficiently high to cover the wheel cases. Hence only some 75 mm in internal height are lost (in contrast to the designs in a) and b)). In contrast to this is the advantage that the grate can be made as wide as the door. The narrow lateral ledges not covered by the grate (ca. 250 mm) are to be filled up to the height of the grate and to be sloped toward the center of the vehicle. Together with the walls, this wooden structure is to be covered with smooth sheet metal. The protruding parts of the rear wall are to be beveled with sheet metal from the door frame to the side walls. This beveling is supposed to prevent a jamming of the load. For extracting the grate a cable winch (Spill) is to be mounted underneath the rear end of the vehicle. The cable is to be attached in a sheared way to the grate section located at the rear wall of the driver’s cabin. The other end of the cable sports a ring and is to be attached in a removable way on the inside, close to the door. After opening the door the cable is to be attached to the winch drum using the ring. The separation between cable and winch is necessary in order to prevent a leakage of the coachwork with regards to the needed feedthrough of the cable. When tightening the winch (manually), the grippy grate also pulls along the load lying on the sheet metal covered lateral ledges. This all the more so as the lateral ledges slope toward the grate. In order that the load does not fall over the last grate [section] toward the rear wall of the driver’s cabin, it is to be equipped with an angled gridwork of 3 to 400 mm height. The wheel guide rails and the lateral guide rails are to be mounted in such a way that they slant downward from the wheel cases toward the vehicle’s end. The lateral U-shaped iron rails are to be left open at the top at their end for half a grate section width. This enables the grate section moving out beyond the end of the vehicle to tip down. In order to prevent that the grate falls down with the load and comes to rest beneath it, the grate sections are to be attached to one another in a hinge-like manner (door hinge). The entire grate is then a part of an endless belt. Nevertheless, the sections can be detached easily. Each extracted grate section is to be bent beneath the vehicle so
that subsequent sections can follow. If the load rests against the already extracted sections, these are to be cleared by moving the vehicle. The last section is to be equipped with lateral pivots. The pivots are to glide into a forked track as soon as this section exits the vehicle. This prevents this section from falling out. It must not fall out, because the cable is attached to it and because it has to pull the other sections along when the grate is being retracted. If this catching mechanism is omitted, one is forced to disassemble the grate and to reinsert the sections individually into the rail. Otherwise the grate will be retracted by the cable winch. In this case the cable winch obtains 2 cables. The cable for extraction, for instance, is threaded clockwise and the one for the later retraction counterclockwise around the drum. The threading of the extraction cable has already been dealt with. The retraction cable runs from the drum through the open door along the vehicle’s floor to a roller attached to the rear wall of the driver’s cabin right above the floor. From the roller the cable is brought to the drag section and attached in a sheared manner. Detaching this cable, which also is necessary when closing the door, is achieved by means of a snap hook. Each of the cables is either a tow or a drag cable.

3.) To the Group Leader II D SS-Obersturmbannführer R a u f f
- in this house
presented with the request for a decision

As already discussed, a change of the floor grate of the above mentioned vehicles is to be implemented. While producing selfsame, the following has to be considered regarding the design:

The coachwork obtains a floor grate, which is to be made extractable on small wheels or rollers. It is to be subdivided into 10 to 12 sections, hence permitting the individual sections to tip down when taken out the grate. The wheels or rollers are to be guided in a U-shaped iron rail. Furthermore the grate is to obtain a lateral U-shaped iron guide. The grate sections are to be secured against canting by means of diagonal braces. In order to obtain as large a moveable floor surface as possible, the grate is to be mounted sufficiently high to cover the wheel cases. By so doing a maximum of only some 75 mm of interior headroom may be lost. The grate is to be manufactured at the width of the door. The narrow lateral ledges not covered by the grate (ca. 250 mm) are to be filled up to the height of the grate and to be sloped toward the center of the vehicle. Together with the walls, this wooden structure is to be covered with smooth sheet metal. The protruding parts of the rear wall are to be beveled with sheet metal from the door frame to the side walls. For the extracting and retracting of the grate a cable winch (Spill) is to be mounted underneath the rear end of the vehicle. The cable is to be attached in a sheared way to the grate section located at the rear wall of the driver’s cabin. The other end of the cable sports a ring and is to be attached in a removable way on the [handwritten: vehicle’s interior] in side, close to the door. After opening the door the cable is to be attached to the winch drum using the ring. The separation between cable and winch is necessary because an otherwise needed feedthrough of the cable would jeopardize the tightness of the coachwork. The first grate [section] (rear wall of the driver’s cabin) is to be equipped with an angled, strong gridwork of 3 to 400 mm height. In order to prevent that the entire grate falls down when winching it out, a catch is to be mounted on this section (pivot or similar). The individual grate sections are to be attached to one another in a hinge-like manner. Nevertheless, the sections need to be easily detachable. The wheel guide rails and the lateral guide rails are to be mounted in such a way that they slant downward from the wheel cases toward the vehicle’s end. The lateral U-shaped iron rails are to be left open at the top at their end for half a grate section width, in order to enable the grate section moving out beyond the end of the vehicle to tip down.

The order to manufacture the extractable grates for the 10 delivered Saurer chassis is given herewith already. An offer including a construction drawing is to be submitted subsequently.

We confirm receipt of your letter of the 30 of the previous month with which you inform us about a change to the 10 yet to be delivered special vehicles of the above order.

Our management has dealt thoroughly with this matter. We have to inform you that, within the foreseeable future, we cannot implement the requested design changes to the type of grate produced so far. We currently do not have any personnel at our disposal needed for the construction tasks required for this, since a major part of our technical staff has been drafted by the Wehrmacht. Furthermore the inquiry for the acquisition of the cable winch had as a result that delivery times of some 10 to 12 months are given for this, so that the remaining vehicles could be delivered during the fall at the earliest, which certainly does not serve you well. The manufacture of the coachworks has been planned by us in such a way that they will be delivered in the second half of next month, provided that no unpredicted incidents necessitate a delay. All in all we are now able to manufacture the vehicles with the same design as those delivered so far. We request that you take note of the aforementioned facts.

Hail Hitler!
GAUBSCHAT VEHICLE WORKS, LTD.

(Document from Yad Vashem Archives O.51/255, p. 14, cf.
Bundesarchiv B 162/601, p. 28, original in Bundesarchiv R 58/871, my
transcription, translation based on Alvarez, The Gas Vans, p. 317, which omits the term Sonder (special) in the description of the vehicles)

9.) Letter from August Becker to Walther Rauff of 16 May 1942 on "death van" and "the persons to be executed suffer death from suffocation and not death by dozing off as was planned"↩

The overhauling of the vans of Groups D and C is concluded. While the vans of the first series can also be used when the weather is not all too bad, the vans of the second series (Saurer) are completely immobilized in rainy weather. This because if it has been raining for only half an hour the van cannot be operated because it simply slips away. It can only be used in good weather. The question now arises if the van can only be used at the place of execution standing. The van must first be brought to that place, which is possible only in good weather. The place of execution, however, is located at least 10-15 km away from the traffic routes and is already difficult to access due to its location; in bad weather it is inaccessible altogether. If those to be executed are led or driven to this place, they notice immediately what is going on and become restless, which should be avoided. The only remaining possibility is to load them in at the place of assembly and then to drive them out. I ordered the vans of group D to be camouflaged as house trailers by putting one set of window shutters on each side of the small vans and two on each side of the large vans, such as one often sees on farm houses in the country. The vans became so well known that not only the authorities but also the civilian population called the van "death van", as soon as one of these vehicles appeared. It is my opinion the van cannot be kept secret for any length of time, not even camouflaged.

The Saurer van that I transferred from Simferopol to Taganrog had a brake damage on the way. At the S.K. [Spezialkommando = special unit] in Mariupol it was verified that the flange [Manchete] of the combined oil and compressed air brake was broken in several places. Through persuasion and bribe at the H. K. P. it was possible to have turned a form after which two flanges were forged. When I came to Stalino and Gorlovka a few days later, the drivers of the vans complained about the same damage. After consulting the commanders of these special units I went again to Mariupol in order to have further flanges for these vans manufactured. It was agreed to forge two flanges for each of these vans, while 6 flanges remained as a reserve in Mariupol for the Group, and 6 flanges were sent to SS-Untersturmführer Ernst for the vans of Group C to Kiev. For the groups B and A the flanges could be obtained from Berlin, because the transport from Mariupol to the north is still too cumbersome and would last too long. Smaller damages on the vans are repaired by technicians of the special units or groups or in a workshop.Due to the uneven terrain and the hard to describe road conditions the sealing and rivet places loosen after some time. I was asked if in such cases the vans can be sent to Berlin for repair. Such a transfer would be much too expensive and cost too much fuel. To save this expense I gave the instruction to solder smaller leaking parts on site and, if this was no longer possible, to immediately inform Berlin by radio that van Pol. No. …. had broken down.Besides that, I ordered that during application of gas all the men were to be kept as far away from the vans as possible, so they should not suffer damage to their health by the gas which eventually would escape.

I should like to take this opportunity to bring the following to your attention: several commands have had the unloading after the application of gas done by their own men. I brought to the attention of the special units concerned the immense psychological injuries and damages involved to their health that this work can have for those men, even if not immediately, at least later on. The men complained to me about headaches, which appeared after each unloading. Nevertheless they don't want to change the orders, because they are afraid prisoners called for that work could use an opportune moment to flee. To protect the men from these damages, I request orders to be issued accordingly. The application of the gas is not undertaken correctly. In order to come to an end as fast as possible, the driver presses the accelerator to the fullest extent. By doing that the persons to be executed suffer death from suffocation and not death by dozing off as was planned. My directions have now proved that by correct adjustment of the levers death comes faster and the prisoners fall asleep peacefully. Distorted faces and excretions, such as could be seen before, are no longer noticed. In the course of this day I will travel on to Group B, where further news may reach me.

Dr. Becker
SS-Untersturmführer

(Document from US National Archives Record Group 238 identifier 596664, photostats from Nuremberg evidence PS-501, transcription from NS-archiv.de, Roberto Mühlenkamp's translation, note that I corrected "rivet" to "solder")

10.) Memo from Willy Just for Walther Rauff of 5 June 1942 on
"ninety-seven thousand have been processed using three vans", "to
facilitate the rapid distribution of CO" and "when the back door is
closed and it gets dark inside, the load pushes hard against the door"↩

Conc.: Technical adjustments to special vans at present in service and to those that are in production.

Since December 1941, ninety-seven thousand have been processed for example, using three vans, without any defects showing up in the vehicles. The explosion that we know took place at Kulmhof is to be considered an isolated case. The cause can be attributed to improper operation. In order to avoid such incidents, special instructions have been addressed to the services concerned. Safety has been increased considerably as a result of these instructions. Previous experience has shown that the following adjustments would be useful:

1.) In order to facilitate the rapid distribution of CO, as well as to avoid a buildup of pressure, two slots, ten by one centimeters, will be bored at the top of the rear wall. The excess pressure would be controlled by an easily adjustable hinged metal valve on the outside of the vents.

2.) The normal capacity of the vans is nine to ten per square meter. The capacity of the larger special Saurer vans is not so great. The problem is not one of overloading but of off-road maneuverability on all terrains, which is severely diminished in this van. It would appear that a reduction in the cargo area is necessary. This can be achieved by shortening the compartment by about one meter. The problem cannot be solved by merely reducing the number of subjects treated, as has been done so far. For in this case a longer running time is required, as the empty space also needs to be filled with CO. On the contrary, were the cargo area smaller, but fully occupied, the operation would take considerably less time, because there would be no empty space.

3.) The pipe that connects the exhaust to the van tends to rust, because it is eaten away from the inside by liquids that flow into it. To avoid this the nozzle should be so arranged as to point downward. The liquids will thus be prevented from flowing into [the pipe].

4.) To facilitate the cleaning of the vehicle, an opening will be made in the floor to allow for drainage. It will be closed by a watertight cover about twenty to thirty centimeters in diameter, fitted with an elbow siphon that will allow for the drainage of thin liquids. The upper part of the elbow pipe will be fitted with a sieve to avoid obstruction. Thicker dirt can be removed through the large drainage hole when the vehicle is cleaned. The floor of the vehicle can be tipped slightly. In this way all the liquids can be made to flow toward the center and be prevented from entering the pipes.

5.) The observation windows that have been installed up to now could be eliminated, as they are hardly ever used. Considerable time will be saved in the production of the new vans by avoiding the difficult fitting of the window and its airtight lock.

6.) Greater protection is needed for the lighting system. The grille should cover the lamps high enough up to make it impossible to break the bulb. It seems that these lamps are hardly ever turned on, so the users have suggested that they could be done away with. Experience shows, however, that when the back door is closed and it gets dark inside, the load pushes hard against the door. The reason for this is that when it becomes dark inside the load rushes toward what little light remains. This hampers the locking of the door. It has also been noticed that the noise provoked by the locking of the door is linked to the fear aroused by the darkness. It is therefore expedient to keep the lights on before the operation and during the first few minutes of its duration. Lighting is also useful for night work and for the cleaning of the interior of the van.

7.) To facilitate the rapid unloading of the vehicles, a removable grid is to be placed on the floor. It will slide on rollers on a U-shaped rail. It will be removed and put in position by means of a small winch placed under the vehicle. The firm charged with the alterations has stated that it is not able to continue for the moment, due to a lack of staff and materials. Another firm will have to be found.The technical changes planned for the vehicles already in operation will be carried out when and as major repairs to these vehicles prove necessary. The alterations in the ten Saurer vehicles already ordered will be carried out as far as possible. The manufacturer made it clear in a meeting that structural alterations, with the exception of minor ones, cannot be carried out for the moment. An attempt must therefore be made to find another firm that can carry out, on at least one of these ten vehicles, the alterations and adjustments that experience has proved to be necessary. I suggest that the firm in Hohenmauth be charged with the execution.Due to present circumstances, we shall have to expect a later date of completion for this vehicle. It will then not only be kept available as a model but also be used as a reserve vehicle. Once it has been tested, the other vans will be withdrawn from service and will undergo the same alterations.

The motorists SS– Scharf. G o e t z – a. M e y e r have accomplished the special order, hence the[y] named can be [are] ordered back with the above mentioned vehicle. Due to cracked axle of the rear half of the axle a transfer per axle [cannot take place].–– I have therefore order that the vehicle is transferred back to Berlin loaded on the [by] railway. Expected arrival between the 11. a 12 6. 42 The motorists Goetz a. Meyer accompany the vehicle.– –

The Comm. of SIPO a. the SD[38]– Belgrade– Roem 1 – BNR.
3985/42 42

sgd. Dr. Schaefer – SS – Oberstubaf –

II D 3a (2) Berlin, 11 June 42
c/o Pr. Sukkel for further action and immediate initiation of repairs. I request to be informed of the arrival of the vehicle.
pp. Just

II D 3a 9 Berlin, 13 July 421. Note: The S-vehicle reg. no. 71463 has been completed and is to be sent to Riga with the driver.
2.) Sent to head of motor pool T.J. Niederhausen with the request to take note and for further action.
pp. Wentritt

12.) Telegram from Heinz Truehe to the RSHA of 15 June 1942 on "special treatment" of Jews with "S-wagons" and "20 exhaust hoses for the existing 3 S-wagons (2 Daimond, 1 Saurer), as those available are already leaky"↩

At the commander of the SIPO a. the SD. Belarus a transport of Jews arrives weekly which is to be subjected to a special treatment. The 3 S-wagons existing there do not suffice for this purpose. I request the allocation of another S-wagon (5 tons). Furthermore I request at once to also send 20 exhaust hoses for the existing 3 S-wagons (2 Daimond, 1 Saurer), as those available are already leaky.

The Comm. of SIPO a. the SD. Ostland
Roem. 1 T – 126/42 GRS. [secret state matter] A. sgd.: Truehess. HStuf. [correct: Truehe, SS HStuf.]
Task:
1) When can the deployment of another S-wagon be expected?
2) Are spare exhaust hoses available, on order or when deliverable?
3) submit draft for answer

Telegram
To the Commander of the Security Police and the SD Ostland in Riga

Subject: S Wagon

The transfer of a 5 t Saurer can be expected middle of next month. The vehicle is currently at the Imperial Security Main Officefor repairs and to make minor changes. 100 m hose will be sent along.

p.p.(signature as head)

2.) F[ollow-]u[p]. immmediately at II D 3 a (9)

p.p. Rauff

II D 3a (9) Berlin, 13 July 1942
No. T. J Niederhausen for further action and please note the remark of 13 July 42 on the back of the telegram from Belgrade. For technical reasons only five rings of 10 m each can be sent.
p.p. Wentritt

14.) Memo (followed by a letter to the Gaubschat company) of 23 June 1942 on
"30 special coachworks for the delivered chassis" and "changes which
cannot be considered there for reasons of secrecy are to be made in an
in-house workshop"↩

The Head of the Security Police and the SD
Berlin, the 23rd of June 1942
II D 3 a (9) Letter No. 668/42

1.) Memo:
Acc.
to case II D 3 a –1737/41– 30 special coachworks for the delivered
chassis have been ordered from the Gaubschat Company. 20 vehicles have
already been completed and delivered. The last 10 chassis have now been
delivered and are to be equipped with coachworks. Although the Gaubschat
company is unable to consider the necessary changes gained from
experience, the group leader has decided on suggestion that all
coachworks are nevertheless to be manufactured by the Gaubschat company,
since the Sodomka company in Hohenmauth, which had been taken into
consideration, does not seem to be suited for secrecy. (Czech company in
a purely Czech area with technical staff.) It is suggested to implement
initially in 1 coachwork the changes listed in the following letter and
to test them in practice. Changes which cannot be considered there for
reasons of secrecy are to be made in an in-house workshop.

Before
initiating the production of the 10 coachworks we ask to take note of
the following regarding the changes to the coachworks as discussed in
the above mentioned letter and as discussed in person on 16 June [19]42
between your Herr Ernst and Herr Krüger and our technical head secretary
on trial Sukkel:

In general the production of the
coachworks has to be done following the previous design. As discussed in
person, the following changes are to be made:

1.) The
cargo box is to be shortened by 800 mm in length. The protrusion at the
door is omitted. The objection is herewith acknowledged that the
shortening would result in a disadvantageous weight
distribution. The Gaubschat Company will not be held liable for any disadvantages resulting from this.

2.) Both wheel cases are to be extended forward and backward so that a continuous box is created at both side walls.

3.)
Since the current design of the grates is too cumbersome, the grates
[sections] are to be produced in a length of only 700 mm and, in
deviation from the current design, are to be put onto the continuous
wheel case box of no. 2.)

4.) Both door corners are to
be covered with a solid cover. This cover is to run from the door jambs
to ½ m into the interior of the cargo box, so that the interior of the
cargo box tapers off toward the
doors.

5.) The
openings covered by sliders at the rear doors are omitted and are to be
replaced with open slits of 100 × 10 mm in the upper rear wall (not
door). They are to be covered on the outside with
hinged flaps.

6.)
The drainage opening with lid in the floor on the right in the front
part of the cargo box is omitted, and in its stead a drainage opening of
ca. 200 mm diameter is cut into the box floor. This opening is to be
closed with a strong and tight hinged lid which can be opened and closed
firmly and safely from the outside.

7.) The internal lights are to be protected with a highly domed gridwork stronger than the one used so far.

It
is requested to produce 1 vehicle as fast as possible and to announce
the delivery date of the remaining 9 vehicles already now.

We confirm receipt of your letter of the 23rd of the current month with
which you refer to the negotiation between your technical Senior
Secretary on trial Sukkel and our Mr. Ernst and Krieger.

As an exception we are now prepared to engineer the remaining 10 vehicles
while taking into account the seven points listed in your letter of the
23rd of this month. To be added to this is that (point 8) the boxes are
lined with zinc-plated sheet iron. Due to this requested change the
price changes as well. It is now Reichsmark 4,051.85 per piece for the
remaining 10 coachworks. We will complete one vehicle as fast as
possible within the framework of our production possibilities. We hope
to be able to inform you about the delivery of the remaining 9 vehicles
within the next days.

Mr. Legation Counselor Rademacher informed me that on occasion of a visit by Fascist representatives in Minsk Gauleiter Kube had also shown a church that had been used by the Communists for worldly purposes. Asked by the Italians what the little parcels and suitcases piled up there meant, Kube had explained that these were the only leftovers of Jews deported to Minsk. Thereafter Kube had shown the Italians a gas chamber in which the killing of the Jews was allegedly carried out. Supposedly, the Fascists had been most deeply shocked.

Mr. Rademacher learned of this incident through Mr. Koeppen, adjutant of Reichsleiter Rosenberg. In his opinion General Consul Windecker in Riga is likely to also be informed about this incident, for as far as he, Rademacher, could remember, the incident had occurred on occasion of the Fascist representatives sent east to take care of Italian workers.

18.) Letter from Eberhard von Thadden to Adolf Windecker of 17 May 1943 on "the last remnants of deported Jews who had been killed in a gas chamber. Apparently, the fascists were then shown such a gas chamber" ↩

As it became known here, on a trip of Italian fascists to Minsk, Gauleiter Kube explained at a stack of small suitcases and parcels that these were the last remnants of deported Jews who had been killed in a gas chamber. Apparently, the fascists were then shown such a gas chamber. It asked to report as soon as possible if there is more information about this matter.

On behalf
signed von Thadden

(PA AA, RZ 214, R 100848b, Bl.276)

19.) Report of the Ghetto Lodz administration of 2 September 1944 on "truck 71449" driven by "Laabs" refueling 90 liters of gasoline ↩

“In October 1941, Koppe forwarded a request to Himmler from Army High Command that Lange, five subordinates and the gas van be sent to Novgorod to kill 100 Russians suffering from dysentery because the army needed the hospital for its own quarters.[152]

152. PRO, HW 16/32, 4.10.41” (p.122)

This was, of course, just another bungled plagiarism from JH, who had never even set sight on file HW 16/32.

The decode in question actually says:

To HSSPF POSEN, Gruppenführer GOPPE [sic, should be Koppe]The Sonderkommando is to be dispatched immediately. The request is tobe granted.Signed, H. HIMMLER.

"To HSSPF POSEN, Gruppenführer KOPPE The Sonderkommando is to be dispatched immediately. The request is tobe granted.Signed, H. HIMMLER."

The sonderkommando consisted of the men and van that Harrison mentioned. This is Himmler granting the request mentioned by Harrison. In reading the snippet you provided, one could certainly conclude that the gas van would not have been mentioned in the original doc.

Jeff: In reading the snippet you provided, one could certainly conclude that the gas van would not have been mentioned in the original doc.

Have you made a mistake there? Did you mean to include "not"? What do you mean by "the original doc", Koppe's request?

Incidentally, I quoted a translation of the entire decoded message. It isn't a "snippet". Your gambit fails.

"The sonderkommando consisted of the men and van that Harrison mentioned." - You have no evidence to support this claim. Therefore you have failed.

not to mention that it had no bearing on the post at hand.

It's about gas vans and HC, therefore it's entirely relevant. Poor Jeff's clearly still upset that I once point out on rodoh that his comments on HC blog are invariably off-topic, suggesting he never actually reads the original posts. But expect little more from an individual who makes that chooch fellow from rodoh look like an accomplished anti-revisionist.

Hey Roberto, I have been doing a lot of thinking lately, and I have made a few observations on your area of expertise. SM advised me to run it by you. If you ever get a minute (and recall that I am far from impatient), check your old SSF inbox.

Hi Jeff, it's been quite a long time since I last visited SSF, I forgot my password and my username also doesn't seem to be correct. But you can send me an e-mail to cortagravatas@yahoo.com, or open a thread on the HC forum if you have access there.

- Harrison claimed in the Manifesto:“In October 1941, Koppe forwarded a request to Himmler from Army High Command that Lange, five subordinates and the gas van be sent to Novgorod to kill 100 Russians suffering from dysentery because the army needed the hospital for its own quarters.[152]152. PRO, HW 16/32, 4.10.41” (p.122)This was, of course, just another bungled plagiarism from JH, who had never even set sight on file HW 16/32.The decode in question actually says:To HSSPF POSEN, Gruppenführer GOPPE [sic, should be Koppe]The Sonderkommando is to be dispatched immediately. The request is to be granted.

No Gas Van Mentioned-

He's talking about this Lange, you idiot.And, yes. His SK did have gas vans. They were used to kill Poles infected with tuberculosis and "unable to return to work.

<<>>I will clarify. In reading the quote you provided, I cannot help but think that it does not refute anything.

<<>>You are known for quoting out of context and dishonestly so. I frankly don't trust a fucking word you say and I always cross check. You do not have an especially good reputation for documentary honesty.

<<>> The doc you mentioned was not included in the article. You had nothing on those docs, and in transparent desperation you reached for a total non sequitur. It's just white noise at this point.

<>This coming from someone who's sole claim to fame is acting as a comment section punching bag here at HC. In an article about several gas van docs you bring up a decode that was not included. That's the definition of a non-sequitur. You're projecting your middle aged insecurities onto me and it's not working. Since when have I ever made as much a fool of myself as you did in the comments section of the Sonderkommando article? You are not very good at this and it shows. You would not last ten seconds at SSF without your little pals to help you out. Do yourself a favor and leave this to the pros.

JH is, obviously, but HH certainly didn't mention it in the decode plagiarised and completely misrepresented by JH, you idiot.

Jeff I will clarify. In reading the quote you provided, I cannot help but think that it does not refute anything.

That show nothing more that your biases.

Jeff You are known for quoting out of context and dishonestly so. I frankly don't trust a fucking word you say and I always cross check. You do not have an especially good reputation for documentary honesty.

LOL I saw your virtual fapping over SM's BS "the narrator fails to mention that the original blueprint shown in the video dated from March 1942". What he didn't tell you, and you lack the nous to have noticed for yourself, each and every time that blueprint was shown on screen, the date it was drawn ("March 31, 1942") was clearly visible.

And you don't "always cross check" documents I cite. You can't, you've never been near the TNA.

Jeff The doc you mentioned was not included in the article. You had nothing on those docs, and in transparent desperation you reached for a total non sequitur. It's just white noise at this point.

Jeff This coming from someone who's sole claim to fame is acting as a comment section punching bag here at HC. In an article about several gas van docs you bring up a decode that was not included. That's the definition of a non-sequitur.

Claim to fame! LOL You seriously overstate the reach of this blog. On which, incidentally, you've never contributed anything other than off topic rambling and ad hominem attacks.

Jeff You're projecting your middle aged insecurities onto me and it's not working. Since when have I ever made as much a fool of myself as you did in the comments section of the Sonderkommando article? You are not very good at this and it shows. You would not last ten seconds at SSF without your little pals to help you out. Do yourself a favor and leave this to the pros.

- Jeff The doc you mentioned was not included in the article(by HANS). You had nothing on those docs, and in transparent desperation you reached for a total non sequitur. It's just white noise at this point.

The butthurt little piece of shit is clearly just foaming at the mouth. This current article is by Hans and is a compilation of known documents relating to Gas Vans. This is not about, or even written by Dr. Harrison or even remotely relating to HC's critique. Jeff is right. The Black Piece of shit is just trolling, and has absolutely nothing to say. He never did.

"That show nothing more that your biases."A logical reading of the decode actually.

"LOL I saw your virtual fapping over SM's BS "the narrator fails to mention that the original blueprint shown in the video dated from March 1942". What he didn't tell you, and you lack the nous to have noticed for yourself, each and every time that blueprint was shown on screen, the date it was drawn ("March 31, 1942") was clearly visible."

Something that you failed to articulate in your crappy, refuted vid. You talk like a fucking Guy Ritchie character btw.

"And you don't "always cross check" documents I cite. You can't, you've never been near the TNA."

No honest reader could believe the unit in the Novgorod case was not killing mental patients given the preceding paragraph about Soldau.

Well done for so expertly swerving the actual issue JH, i.e. your borrowed citation that doesn't even support your contention.

Let's look at the victim of your plagiarism: Breitman and his Official Secrets:

An extraordinary act of army-SS cooperation and inhumanity came after German troops reached the city of Novgorod near Lake Ilmen, about one hundred kilometers southeast of Leningrad. In a hospital there, most of the (Russian) patients were suffering from dysentery. The German troops needed the building as quarters, but what could they do with the patients? A senior physician with the Army High Command by the name of Freyberg knew that a special unit under the command of Herbert Lange (based in Posen) had disposed of unwanted patients elsewhere with a mobile gassing van. Freyberg put in a request that Lange, five subordinates, and the gas van be sent from Posen on a military transport plane to Novgorod. Higher SS and Police Leader Wilhelm Koppe in Posen relayed this request to Himmler himself. The Reich Fuehrer SS quickly gave his permission, and Lange was sent off immediately. The British read the whole exchange (which comes to light here for the first time).[46] The army did not have to involve itself in the messy work of murdering hundreds of patients.

You sure did made a dog's dinner of describing this incident JH! And you opted—after being challenged by me—not to put your dumb followers straight about your plagiarised source stating that there are three separate decodes which relate to this matter, instead you blather on about unrelated letters written a year earlier!

JH: Mattogno and our Rabbit friend simply lie about how documents are connected in the Critique,

On the contrary, it is yourself who's telling porkies by omission about genuinely connected documents. No doubt because you're understandably reluctant to admit your plagiarism, and secondly because you're also unable to to quote the two decodes of October 3rd.

Incidentally, where did you pull the figure of "100" Russians suffering from dysentery from, did you misread Breitman's "hundreds"?

-Well done for so expertly swerving the actual issue JH, i.e. your borrowed citation that doesn't even support your contention-

The black piece of shit has clearly lost his mind. He derailed this article by Hans by bringing up something Dr. Harisson wrote, and implying that, in the Moron's own words:

-No gas van mentioned-

Just so it's clear, the piece of shit derailed the article by bringing up something by a different author. So, he's been called out on it, and now he's trying to run away from his own derail. The piece of shit is clearly in denial about his own failure. Pathetic.